Description:TECHNICAL FIELD
[001] This disclosure generally relates to automobiles, and more particularly to method and system for emergency braking in automobiles.
BACKGROUND
[002] Braking system of a vehicle is critical to safety of vehicle as well as passengers boarding the vehicle. Most vehicles are equipped with hydraulic brake systems or pneumatic brake systems. Brake systems may fail due to wear and tear of components, such as ruptured pipes, misfit connectors, and deteriorating seals within this assembly, etc. Such wear and tear may cause the brake systems to fail, leading to safety hazards.
[003] Modern vehicles today do come equipped with several safety features such as Electronic Stability Program (ESP) that includes features like anti-lock braking system (ABS), traction control system (TCS), and stability control (SC).
[004] The ESP helps avoid accidents during high speeding and maneuvering. When a vehicle is cruising at high speed and the driver is unable to decelerate the vehicle by pressing the brakes, the ABS ECU will demand the EMS ECU to cut down the torque. However, in case of failure of the braking system, the driver will not be able to press the accelerator pedal and torque produced from engine will be zero. Hence EMS ECU cannot support for any deceleration.. This may cause the driver driving the vehicle to panic and act in desperation, resorting to using the parking brakes which may lock the back wheels and cause the vehicle to skid.
[005] Therefore, it is imperative to take pre-emptive action based on the onset of brake failure at high speeds and to avoid accidents as a result of the failure of the brake system. Thus, there is a requirement for an effective emergency brake system to decelerate the vehicle upon brake failure.
SUMMARY OF THE INVENTION
[006] In an embodiment, a method for deceleration of vehicles is disclosed. The method for deceleration of vehicles may include detecting, by at least one control unit, a failure of a primary brake and occurrence of at least one predefined condition in a vehicle. The method may further include, generating a signal, by the at least one control unit, to automatically and sequentially downshift transmission gears in the vehicle, in response to detecting the failure and the occurrence of the at least one predefined condition.
[007] In another embodiment, a method for deceleration of vehicles is disclosed. The method may include processing, by a control unit, a signal indicating detection of failure of a primary brake and occurrence of at least one predefined condition in a vehicle. The method may further include automatically and sequentially downshifting, by the control unit, transmission gears in the vehicle in response to the processing.
[008] In another embodiment, an Electronic Control Unit (ECU) is disclosed. The Electronic Control Unit (ECU) may include a processor and a memory storing instructions that, when executed by the processor, cause the processor to perform operations that may include detecting a failure of a primary brake and occurrence of at least one predefined condition in a vehicle. Further, the processor may further perform the operation of generating a signal to automatically and sequentially downshift transmission gears in the vehicle, in response to detecting the failure and the occurrence of the at least one predefined condition.
[009] In yet another embodiment, an Electronic Control Unit is disclosed. The ECU may include a processor and a memory. The memory may store instructions that, when executed by the processor, cause the processor to perform operations that may include processing a signal indicating detection of failure of a primary brake and occurrence of at least one predefined condition. Further, the processor may further perform the operation of automatically and sequentially downshifting transmission gears in a vehicle in response to the processing.
[010] In yet another embodiment, a vehicle is disclosed. The vehicle may include at least one first control unit configured to detect a failure of a primary brake and occurrence of at least one predefined condition in the vehicle. Further, the first control unit may generate a signal to automatically and sequentially downshift transmission gears in the vehicle, in response to the detection of the failure and the occurrence of the at least one predefined condition. Further, the vehicle may include a second control unit configured to process the signal and automatically and sequentially downshift the transmission gears in response to the processing of the signal.
[011] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.
BRIEF DESCRIPTION OF THE DRAWINGS
[012] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
[013] FIG. 1A illustrates a block diagram of an emergency brake system with an emergency brake activation device, in accordance with the embodiments of the present disclosure.
[014] FIG. 1B illustrates a block diagram of an emergency brake system with an electronic control unit (ECU), in accordance with the embodiments of the present disclosure.
[015] FIG. 2 illustrates a functional module diagram of the emergency brake system, in accordance with the embodiments of the present disclosure.
[016] FIG. 3 illustrates a flowchart of a method for deceleration of vehicles upon brake failure, in accordance with some embodiments of the present disclosure.
DETAILED DESCRIPTION
[017] The foregoing description has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other devices, systems, assemblies, and mechanisms for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its device or system, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
[018] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
[019] Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to FIGs. 1A-3.
[020] As explained earlier, an emergency brake activation system is essential to stop a vehicle safely in case there is a failure of primary braking system of the vehicle and the vehicle is traveling at high speed. At such high speed application of secondary brakes such as parking brakes is not safe as it may cause the vehicle to skid or lose balance. Accordingly, it is essential to reduce the speed of the vehicle before the secondary brakes can be engaged safely.
[021] To this end, an emergency brake activation system is disclosed. The emergency brake activation system may be configured to determine a failure of the primary brakes in the vehicle and decelerate the vehicle by downshift transmission gears. By downshifting the transmission gears the vehicle speed may be reduced until it reaches a safe threshold speed for the application of secondary brakes to bring the vehicle to a complete halt.
[022] Referring now to FIG. 1A which illustrates a block diagram 100A of an emergency brake system 102A with an emergency brake activation device (EBAD) 104, in accordance with an embodiment of the present disclosure. The emergency brake system 102A of FIG. 1A includes the EBAD 104 connected to a transmission control unit (TCU) 106, an anti-lock braking system (ABS) electronic control unit (ABS ECU) 108 and a body control unit (BCU) 110. The body control unit 110 may be connected to an input device 112 and an output device 114. The TCU 106 may be connected to an actuator 116 which in turn may be coupled to a gear box 118. The EBAD 104 and the ABS ECU 108 both may be connected to a vehicle speed sensor 120 a brake pedal pressure sensor 122 and an accelerator pedal pressure sensor 124. It is to be noted that the EBAD 104 may be communicably connected to the TCU 106, the ABS ECU 108, and the body control unit 110. The TCU 106 may be coupled to a vehicle speed sensor 120, and an accelerator pedal pressure sensor 124. Further, the ABS ECU 108 may be coupled to a brake pedal pressure sensor 122. The BCU 110 may include an input device 112 and an output device 114.
[023] The components of the emergency brake system 102 may be communicably connected to each other via a wireless or a wired connection, or a combination of both. In an embodiment, the wired connection may be implemented by hard wiring each of the components to each other. In an embodiment, the various components may be connected to a via a vehicle communication bus, operating on wireless protocols, including, but not limited to A²B (Automotive Audio Bus), AFDX, ARINC 429, Byteflight, CAN (Controller Area Network) , D2B – (Domestic Digital Bus), FlexRay, IDB-1394, IEBus, I²C, ISO 9141-1/-2, J1708 and J1587, J1850, J1939 and ISO 11783 – an adaptation of CAN for commercial (J1939) and agricultural (ISO 11783) vehicles, Keyword Protocol 2000 (KWP2000), LIN (Local Interconnect Network), MOST (Media Oriented Systems Transport), IEC 61375, SMARTwireX, SPI, and/or VAN – (Vehicle Area Network), and the like.
[024] In one embodiment, the EBAD 104, the TCU 106, the ABS ECU 108, and the BCU 110 may each include a processor 126, 130, 134, 138 and a memory 128, 132, 136, 140 respectively. The processors 126, 130, 134, 138 or the ECUs including the TCU 106, the BCU 110 and the ABS ECU 108 may be implemented as one or more microprocessors, microcomputers, single board computers, microcontrollers, digital signal processors, central processing units, graphics processing units, logic circuitries, and/or any devices that manipulate data received from respective memories 128, 132, 136, 140. The memories 128, 132, 136, 140 may store one or more computer-readable instructions or routines, which may be fetched and executed to create or share the data over a network service. Each of the memories 128, 132, 136, 140 may be a non-volatile memory or a volatile memory. Examples of non-volatile memory may include, but are not limited to a flash memory, a Read Only Memory (ROM), a Programmable ROM (PROM), Erasable PROM (EPROM), and Electrically EPROM (EEPROM) memory. Examples of volatile memory may include but are not limited to Dynamic Random Access Memory (DRAM), and Static Random-Access Memory (SRAM). Each of the memories 128, 132, 136, 140 may also store various vehicle information such as design manuals, operational parameters, emergency parameters, etc. that may be captured, processed, and/or required by the emergency braking system 102A.
[025] In an embodiment, the TCU 106 may receive the input from the vehicle speed sensor 120, and the accelerator pedal pressure sensor 124. Further, the ABS ECU 108 may receive input from the brake pedal pressure sensor 122. In one embodiment, the BCU 110 may be directly connected to the input device 112 and the output device 114 to receive an input from a user or to provide an output in form of an alert to the user respectively. The input device 112 may include, but not limited to, an emergency switch provided on a touch-enabled screen, a dashboard, a mic, a camera, and the like. In an embodiment, the output device 114 may include, but not limited to, a rendering device such as a monitor or a display, a sound alert system, a haptic feedback system in the steering or a seat or a pedal and the like.
[026] In an embodiment, the TCU 106 may determine a current speed of the vehicle. Further, the ABS ECU 108 may be configured to detect at least a partial depression of the brake pedal based on input received from the brake pedal pressure sensor 122. Further, the EBAD 104 may be configured to detect a failure of a primary brake in the vehicle in case a current deceleration of the vehicle is determined as less than a deceleration threshold based on the depression of the brake pedal determined by the ABS ECU 108. Further, the EBAD 104 may determine a failure of the primary brakes if there have been a multiple instants of depressing of the brake pedal by the driver as determined by the ABS ECU 108 and still the deceleration of the vehicle is determined as less than the deceleration threshold.
[027] Accordingly, the EBAD 104 may determine occurrence of at least one predefined condition in the vehicle. In an embodiment, the TCU 106 may determine one or more conditions such as an increase in current speed of the vehicle without an input being received on the accelerator pedal or deceleration of the vehicle less than the deceleration threshold in spite of the depression of the brake pedal as one of the predefined conditions. In an embodiment, the TCU 106 may determine an absence of an input on an accelerator pedal of the vehicle based on the accelerator pedal pressure sensor 124 as at least one predefined condition in order to safely downshift the transmission gears. In an embodiment, the TCU 106 may disable the accelerator input in spite of pressure on the accelerator pedal on determination of failure of the primary brakes to allow for downshifting of the transmission gears in case of an automatic transmission enabled vehicle.
[028] Accordingly, a failure of the primary brakes may be determined by the EBAD 104 in case of at least partial depression of a brake pedal associated with the primary brake or a complete depression of the brake pedal, the deceleration of the vehicle is below the deceleration threshold. In an embodiment, the deceleration threshold may be determined based on an average reduction of speed observed based on depression of the brake pedal during normal functioning of the primary brake system. In an embodiment, the EBAD 104 may compare the current deceleration of the vehicle based on the depression of the brake pedal with the threshold deceleration. In case the current deceleration is determined below the threshold deceleration the EBAD 104 may determine a failure in the primary brake system. Further, in response to the detection of the failure of the primary brake and the occurrence of the at least one predefined condition in the vehicle the EBAD 104 may generate a signal for the TCU 106 to sequentially downshift the transmission gears in the vehicle. The TCU 106 being operatively and communicatively coupled to the actuator 116 may actuate the actuator 116 to sequentially downshift transmission gears in the gear box 118 upon receiving the actuation command from the TCU 106. In an embodiment, the EBAD 04 may automatically signal the TCU 106 to sequentially downshift the transmission gears in the vehicle upon detecting failure of the primary brakes and the occurrence of at least one predefined condition in the vehicle.
[029] Due to the downshifting of the gears and the lack of acceleration, the vehicle speed may decrease gradually. The EBAD 104 may determine if the current speed of the vehicle is about equal or less than a threshold speed upon downshifting of the transmission gears. When the current speed of the vehicle becomes about equal or less than the threshold speed, the EBAD 104 may generate a signal to be rendered via the output device 114 for the driver to engage secondary brakes such as parking brake. In one embodiment, the EBAD 104 may engage secondary brakes such as parking brake automatically, when the current speed of the vehicle becomes about equal or less than the threshold speed in order to stop the vehicle completely in a safe manner.
[030] In an embodiment, the EBAD 104 may signal the body control unit 110 to render an alert to the driver on the output device 114 of the vehicle related to the detection of failure of the primary brake and occurrence of the at least one predefined condition in the vehicle. In an embodiment, the BCU 110 may be configured to manage and control electronic systems inside the vehicle’s body such as a lighting, a power windows, a central locking, a climate control, and other comfort and convenience features. In an embodiment, the output device 114 may include a display screen of an infotainment system of the vehicle.
[031] In an embodiment, the body control unit 110 may be connected to the input device 112 that may receive an input from the driver using an emergency switch to activate the downshifting of the transmission gears in case of an alert related the detection of failure of the primary brake system is received on the output device 114. Based on the input received, the output device 114 may then display a notification about activation of the emergency braking process of sequentially downshifting the transmission gears by the emergency brake activation device 104.
[032] Referring now to FIG. 1B, a block diagram 100B of an emergency brake system 102B with an ECU 105 for performing all the functions of the emergency brake activation device 104 in the vehicle is illustrated, in accordance with an embodiment of the present disclosure. The ECU 105 may include a processor 142 and a memory 144. The processor 142 may be implemented as one or more microprocessors, microcomputers, single board computers, microcontrollers, digital signal processors, central processing units, graphics processing units, logic circuitries, and/or any devices that manipulate data received from a memory 144. The memory 144 may store one or more computer-readable instructions or routines, which may be fetched and executed to create or share the data over a network service. The memory 144 may be a non-volatile memory or a volatile memory. Examples of non-volatile memory may include, but are not limited to a flash memory, a Read Only Memory (ROM), a Programmable ROM (PROM), Erasable PROM (EPROM), and Electrically EPROM (EEPROM) memory. Examples of volatile memory may include but are not limited to Dynamic Random Access Memory (DRAM), and Static Random-Access Memory (SRAM). The memory 144 may also store various vehicle information such as design manuals, operational parameters, emergency parameters, etc. that may be captured, processed, and/or required by the emergency braking system 102A. Accordingly, the ECU 105 may be communicatively and operatively coupled with the TCU 106, the ABS ECU 108 and the BCU 110. Accordingly, the ECU 105 may receive a signal indicating a detection of failure of a primary brake and occurrence of at least one predefined condition in the vehicle. The ECU 105 may then generate a signal to automatically and sequentially downshift transmission gears in the vehicle in response to detecting the failure and the occurrence of the at least one predefined condition. In an embodiment, the ECU 105 may determine activation of an emergency braking control signal initiated by a driver of the vehicle. In an embodiment, the driver may initiate the emergency braking control signal by providing one or more user inputs via the input device 112. In an embodiment, the input device 112 may include a mic, an emergency braking switch, a touch-enabled button, etc. In an embodiment, the driver may initiate the emergency braking control signal by providing a voice input, by pressing the emergency braking switch or selecting the touch-enabled button, etc. In an embodiment, the vehicle may include a camera that may capture one or more gestures from the driver or the passengers to activate the emergency braking process.
[033] In another embodiment, the at least one predefined condition may include at least partial depression of a brake pedal associated with the primary brake, absence of an input on the accelerator pedal of the vehicle, and a current deceleration of the vehicle being less than a deceleration threshold. In an embodiment, the ECU 105 may detect failure of the primary brake and occurrence of the at least one predefined condition in the vehicle. In an embodiment, the ECU 105 may perform the functions of the TCU 106, the ABS ECU 108 and the BCU 110. The ECU 105 may generate a signal to automatically and sequentially downshift transmission gears in the vehicle, in response to the detection of the failure and the occurrence of the at least one predefined condition.
[034] Based on the downshifting of the gear the speed of the vehicle may reduce gradually. The ECU 105 may monitor the current speed of the vehicle while downshifting of the gears is taking place. The ECU 105 may compare the current speed of the vehicle with a threshold speed of the vehicle to determine if the speed becomes less than or equal to the threshold speed of the vehicle. In an embodiment, the threshold speed of the vehicle may be determined based on a safe speed limit of the vehicle at which secondary brakes such as parking brakes can be applied to stop the vehicle in a safe manner. Upon determining the current speed of the vehicle below the threshold speed, the ECU 105 may automatically apply a secondary brake such as parking brakes to stop the vehicle. In another embodiment, upon determining, the current speed of the vehicle below the threshold speed, the ECU 105 may signal the body control unit 110 to render on the output device 114 a notification for the driver to gradually apply the secondary brake such as parking brakes, manually to safely stop the vehicle.
[035] In an embodiment, now referring to FIG. 2 which illustrates a functional block diagram 200 of the emergency brake activation device 104 of FIG. 1 or the ECU 105 of FIG. 2, in accordance with an embodiment of the present disclosure. The emergency brake activation device 104 or the ECU 105 may include a sensor module 202, an input module 204, an analyzing module 206, a brake failure detection module 208, an emergency brake activation module 210 and an alert module 212.
[036] In an embodiment, the sensor module 202 may be configured to receive the instantaneous speed of the vehicle through vehicle speed sensor 120. Further, the sensor module 202 may determine brake pedal pressure on the brake pedal through the brake input pressure sensor 122 coupled to the brake pedal. Also, the sensor module 202 may determine a pressure on the accelerator pedal through the accelerator pedal pressure sensor 124 coupled to the accelerator pedal. In an embodiment, the sensor module 202 may also determine a state of the second brakes such as, but not limited to, parking brakes. In an embodiment, the sensor module 202, in addition to the current or instantaneous speed of the vehicle and the pressure values from the various sensors may also receive sensory outputs from various other sensors in the vehicle such as, but not limited, to temperature sensors, fuel sensor, ignition sensor, etc.
[037] The input module 204 may be configured to receive an input from the user or the driver to activate an emergency braking control signal. For example, the input module 204 may receive the activation signal via an emergency braking switch provided on the dashboard, the steering, the seat, or via a voice input for a voice assistant, a gesture captured by the camera to recognize chaos within the vehicle. In an embodiment, the input module 204 may receive input for initiating activation of the emergency braking control signal from the body control unit 110 based on the determination of an input received from the user or the driver.
[038] In an embodiment, the analyzing module 206 may be configured to analyze data received by the sensor module 202 and the input module 204 in order to analyze that at least one predefined condition is fulfilled in order to activate emergency braking process automatically or in case of an activation signal is received for initiation. In an embodiment, the at least one predefined condition may include determining if there is at least a partial depression of a brake pedal associated with the primary brake. Further, the at least one predefined condition may include determining if there is an absence of an input on an accelerator pedal of the vehicle. Further, the at least one predefined condition may include determining if a current deceleration of the vehicle being less than a deceleration threshold.
[039] Based on the determination of the at least one of the conditions detailed above by the analyzing module 206, the brake failure detection module 208 may detect a failure in the primary brake. Accordingly, the brake failure detection module 208 may detect failure of primary brake in case there is depression on the brake pedal for or a consecutive number of instants and there is no substantial reduction in the current speed of the vehicle. Accordingly, the brake failure detection module 208 may determine a failure in the primary brake in case the current deceleration of the vehicle is less than a predefined deceleration threshold. Further, in an embodiment, the brake failure detection module 208 may determine in case there is no pressure determined on the accelerator pedal.
[040] In an embodiment, the emergency brake activation module 210 may, upon determination of the brake failure of the primary brakes by the brake failure detection module 208, may send a signal the actuator 116 to automatically and sequentially downshift the transmission gears, while comparing the current speed of the vehicle with the threshold speed. In an embodiment, the brake failure detection module 208 may signal the TCU 106 to actuate the actuator 116 to automatically and sequentially downshift the transmission gears. In an embodiment, a predefined gear threshold speed level may be predefined for each gear level. Further, the transmission gear may be downshifted from a higher gear level to a lower gear level when the current speed of the vehicle is determined about equal to a corresponding predefined gear threshold speed level. Accordingly, once the current speed of the vehicle becomes about equal to the threshold speed level, a signal may be provided to the driver by the alert module 212 to manually engage the secondary brake. In an embodiment, the secondary brake may be the parking brakes. In an embodiment, the brake failure detection module 208 may automatically engage the secondary brakes based on determination of the current speed of the vehicle about equal to the threshold speed level.
[041] In an embodiment, the alert module 212 may be implemented by the body control unit 110 and may be configured to render an alert for the driver to apply the secondary brakes in case the speed of the vehicle may be less than, or equal to the threshold speed. In an embodiment, the alert may be rendered on a display screen or a monitor, the sound alert system, the haptic feedback system and the like installed inside the vehicle. In an embodiment, the alert module 212 may render an alert when the brake failure detection module 208 automatically engages the secondary brakes when the current speed of the vehicle is about equal to the threshold speed level.
[042] In an embodiment, referring now to FIG. 3 a flowchart 300 of a method for deceleration of vehicles is illustrated, in accordance with an embodiment of the present disclosure. At step 302, the emergency brake activation device 104 or the ECU 105 may determine depression of brake pedal of primary brake of the vehicle. At 304, the emergency brake activation device 104 or the ECU 105 may detect if the current deceleration is greater than or equal to threshold deceleration. In case the current deceleration is less than the threshold deceleration at step 304, the emergency brake activation device 104 or the ECU 105 may determine a failure of the primary brakes and determine if the accelerator pedal is engaged or depressed at steps 308. In case the current deceleration is greater than or about equal to the threshold deceleration at step 304, then no failure of primary brakes may be determined at step 306.
[043] In case, at step 308, the accelerator pedal is determined as depressed then the accelerator pedal input may be disabled at step 310. Further, in case at step 308, the accelerator pedal is not determined as depressed, the emergency brake activation device 104 or the ECU 105 may automatically and sequentially downshift transmission gears in the vehicle. In an embodiment, the actuator 116 may be actuated to sequentially downshift transmission gears in the gear box 118.
[044] During the sequential downshifting of the transmission gears at step 312, the current vehicle speed may be monitored at step 314. At step 314, the emergency brake activation device 104 or the ECU 105 may determine if the current speed of the vehicle is about equal or less than the threshold speed while downshifting the transmission gears. Due to the downshifting of the gears and the lack of acceleration the vehicle speed may decrease. In case at step 314, the current speed of the vehicle is determined to be equal or less than the threshold speed, the emergency brake activation device 104 or the ECU 105 may generate a signal to render a notification on a display screen in the vehicle to apply the secondary brakes. In an embodiment, the signal to apply the secondary brakes may be rendered on a display as a visual notification or sounded as an audio notification or both within the vehicle for the driver to engage the secondary brakes manually. In an embodiment, the emergency brake activation device 104 or the ECU 105 may automatically engage the secondary brakes based on the signal. Accordingly, the vehicle may come to a halt in a safe manner based on the application of the secondary brakes.
[045] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
[046] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B." Ranges can be expressed herein as from "about" one particular value, and/or to "about" another particular value. When such a range is expressed, another aspect includes from the one particular value and/or to the other particular value. Similarly, when values are expressed as approximations, by use of the antecedent "about," it will be understood that the particular value forms another aspect. It will be further understood that the endpoints of each of the ranges are significant both in relation to the other endpoint, and independently of the other endpoint.
[047] In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
[048] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
, Claims:1. A method for deceleration of vehicles, the method comprising:
detecting, by at least one control unit, a failure of a primary brake and occurrence of at least one predefined condition in a vehicle; and
generating a signal, by the at least one control unit, to automatically and sequentially downshift transmission gears in the vehicle, in response to detecting the failure and the occurrence of the at least one predefined condition.

2. The method as claimed in claim 1, wherein the method comprises:
comparing a current speed of the vehicle with a threshold speed, in response to automatic and sequential downshifting of the transmission gears; and
generating a signal to engage a secondary brake when the current speed is less than equal to the threshold speed.

3. The method as claimed in claim 2, wherein the signal to engage the secondary brake comprises a signal to render instructions to a user to manually engage the secondary brake.

4. The method as claimed in claim 3, wherein the instructions are rendered on a screen installed within the vehicle.

5. The method as claimed in claim 1, wherein the at least one predefined condition comprises activation of an emergency braking control signal.

6. The method as claimed in claim 5, wherein activation of the emergency braking control signal is initiated by a user.

7. The method as claimed in claim 1, wherein the at least one predefined condition comprises:
at least partial depression of a brake pedal associated with the primary brake;
absence of an input on an accelerator pedal of the vehicle; and
a current deceleration of the vehicle being less than a deceleration threshold.

8. A method for deceleration of vehicles, the method comprising:
processing, by a control unit, a signal indicating detection of failure of a primary brake and occurrence of at least one predefined condition in a vehicle; and
automatically and sequentially downshifting, by the control unit, transmission gears in the vehicle in response to the processing.

9. The method as claimed in claim 8, wherein the at least one predefined condition comprises activation of an emergency braking control signal.

10. The method as claimed in claim 9, wherein activation of the emergency braking control signal is initiated by a user.

11. The method as claimed in claim 8, wherein the at least one predefined condition comprises at least one of:
at least partial depression of a brake pedal associated with the primary brake;
absence of an input on an accelerator pedal of the vehicle; and
a current deceleration of the vehicle being less than a deceleration threshold.

12. An Electronic Control Unit (ECU) comprising:
a processor; and
a memory storing instructions that, when executed by the processor, cause the processor to perform operations comprising:
detecting a failure of a primary brake and occurrence of at least one predefined condition in a vehicle; and
generating a signal to automatically and sequentially downshift transmission gears in the vehicle, in response to detecting the failure and the occurrence of the at least one predefined condition.

13. The ECU as claimed in claim 12, wherein the instructions when executed by the processor, cause the processor to further perform:
comparing a current speed of the vehicle with a threshold speed, in response to automatic and sequential downshifting of the transmission gears; and
generating a signal to engage a secondary brake when the current speed is less than equal to the threshold speed.

14. The ECU as claimed in claim 13, wherein the signal to engage the secondary brake comprises a signal to render instructions to a user to manually engage the secondary brake.

15. The ECU as claimed in claim 14, wherein the instructions are rendered on a screen installed within the vehicle.

16. An Electronic Control Unit (ECU) comprising:
a processor; and
a memory storing instructions that, when executed by the processor, cause the processor to perform operations comprising:
processing a signal indicating detection of failure of a primary brake and occurrence of at least one predefined condition; and
automatically and sequentially downshifting transmission gears in a vehicle in response to the processing.

17. A vehicle comprising:
at least one first control unit configured to:
detect a failure of a primary brake and occurrence of at least one predefined condition in a vehicle; and
generate a signal to automatically and sequentially downshift transmission gears in the vehicle, in response to detecting the failure and the occurrence of the at least one predefined condition; and
a second control unit configured to:
process the signal; and
automatically and sequentially downshift the transmission gears in response to processing the signal.

18. The vehicle as claimed in claim 17, wherein the at least one first control unit is further configured to:
compare a current speed of the vehicle with a threshold speed, in response to automatic and sequential downshifting of the transmission gears; and
generate a signal to engage a secondary brake when the current speed is less than equal to the threshold speed.

19. The vehicle as claimed in claim 18, wherein the signal to engage the secondary brake comprises a signal to render instructions to a user to manually engage the secondary brake.

20. The vehicle as claimed in claim 19, wherein the instructions are rendered on a screen installed within the vehicle.